Pneumatic control system for electric switch and car, air, and electric couplers



, H. E. VAN DORN PNEUMATIC CONTROL SYSTEM FOR ELECTRIC SWITCH AND CAR, AIR AND ELECTRIC COUPLERS -Filed Oct. 5, ,1921 G Sheets-Sheet 1 me'. 25, 19m

^ 1,478,462 H. E. VAN DORN PNEUMATIG CONTROL SYSTEM FOR ELECTRIC SWITCH AND CAR, AIR AND ELECTRIC COUPLERS Filed OC'C 3. 6 Sheets-Sheet 2 ec. 25, 1923. Y

H. E. VAN DORN PNEUMATIC CONTROL SYSTEM FOR lELECTRIC SWITCH AN ELECTRIC COUPLERS Filed OCC. 5, 1921 RATSAZ D v GAR, AIR AND 6 Sheets-Sheet 5 mmm@ 'DEG

. H. E. VAN DORN PNEUMATIC CONTROL SYSTEM FOR ELECTRIC SWITCH AND CAR, AIR AND ELECTRIC COUPLERS Filed Oct. 3,

1921 6 Sheets-Sheet Y www2 ND CAR, AIR AND @en 25 w23.

n H. E. VAN DORNv PNEUMATIC CONTROL SYSTEM FOR ELECTRIC SWITCH A ELECTRIC COUPLERS Filed Oct. 1921 6 Sheets-Sheet 5 Dec. 25, 1923. 11,478,462

E. VAN DORN C PNEUMATIC CONTROL SYSTEM FOR ELECTRIC SWITCH AND CAR, AIR AND ELECTRIC COUPLERS Filed Oct. :3, 1921 6 Sheets-Sheet 6 Patented Dec. 25, i923.

entre stares iatale? @Alllldlll ENEUll/IATIC CONTROL SYSTENI FOR ELECTRIC SWITCH AND CAR, AIR, AND ELECTRIC COUPLEBS.

Application filed October 3, 1921.

To ZZ weom t may concern.'

l l n own that I, HERBERT E. VAN Donn, Y.en oi the United Stat-es, residing at go, county ott C'oolfr7 State of Illinois, are invented a certain new and useful lmprovenient in Pneumatic Control Systems Electric Switch and Car, Air, and Elecc Couplers, and declare the following to ce a tull, clear, and exact description ot' the .Lame5 such as will enable others skilled in the art to 'which it pertains to make and use the same, reference being had to the accompanying drawings, whiz-h 'form a part of this specilication.

in my prior application Serial No. 489,- 95?. tiled August 5'1 19211, I have disclosed a novel pneumatic control system for car couplersj air lines and electric circuits of railway cars. The present invention relates to systems of this general character and, .iewed in one orp its aspects, the present invention may be said to have for its object e improve the aforesaid system so as to matic certain ot the operations so as to secure greater inutuality of dependence of one operation on another and thus reduce the danger of at any time leaving any of the clei'nents or cevices to be controlled in posis other than the most desirable or ad- \,f'antageous ones.

Thus, for example7 it is desirable to have on cach ot two cars coupled togethera cutout switch for the electric circuits and, viewed in one of its aspects, my invention may be said to have for its object to produce a simple and novel pneumatic control system which maires it impossible to unlock both ot the co-operating car couplers until after both orp the cut-out switches have been opened.

It is desirable that the contacts in the electric couplers by means of which the cirtwo cars are connected together be etico-tively .ioused and shielded against the weather w ien the parts are in an uncoupled condition and, in one of its aspects7 my invention has tor its object to produce a simple and novel pneumatic actuating and contre-lling means for electric couplers of the type, whereby the door or other closure and a movable Contact carrier which must Serial No. 505,136.

be projected in the act of coupling will always be compelled to operate in proper time relation toI each other.

A further object of the present invention is to provide a simple and novel pneumatic actuating and control system which will prevent both co-operating car couplers on two cars from being uncoupled until after the electric couplers have been uncoupled.

A further object of the present invention is to produce a. simple and novel pneumatic actuating and control system for car, air and electric couplers tor train linevalves and for circuit controlling switches so as to permit all of such elements to be controlled from a single valve on either car.

A further object of the present invention is to produce a simple and novel system employing a combined cut-out switch or circuit breaker and a cross connecting device for the electrical circuits so as to insure that the proper circuits will be connected when cars are turned end for end.

A further object or' the present invention is to insure the opening of the main air valves before the closing of the electric circuits, in coupling, and the closing of the air valves before the opening of the electric circuits in uncoupling and to prevent the car couplers from being uncoupled in both cars until the other operationshave been completed in uncoupling.

The various features of novelty whereby my invention is characterized will hereinafter be pointed out with particularity in the claims; but, Jfor a full understanding of my invention and of its objects and advantages, reference may be had to the following detailed description taken in connection with the accompanying drawings, wherein:

Figure l is a diagrammatic representation of my improved system for one end of a railway car;

Fig. 2 is a detail illustrating a pressure valve which may be employed in the system;

F ig. 3 is a view similar to Fig. 2 showing the system as applied to the end of a car ad- `iacent to the end on which the system in Fig. l is mounted;

F ig. 4 is a top plan view of my improved cut-out and cross connecting switch, to-

gether with the automatic controlling valve and the mechanism for controlling the train pipe valves;

Fig. 5 is a section taken approximately on line -'of Fig. 1;

Figp is ya top plan view oi' the electric coupler;

Fig. 7 is a front elevation of the electric coupler;

Fig. 8fis a section taken approximately on line 8-8 of Fig. 6;

Fig. 9 is a section taken approximately on line 9-9 ot Fig. 6; y

F ig. l0 is a section taken approximately on line 10-10 of Fig. 6, only the parts immediately adjacent to the planeet the section being shown; y

Fig. 11 is asection taken approximately on line 11-11 of Fig. 6; and

Fig. 12 is a section of a bleeder valve used.

Referring to Fig. 1 of the drawings, land 2 represent 2 main train pipes formingpart oi the air brake system of the car. A represents the pneumatic unlocking cylinder for a car coupler. The train pipes on two adjacent cars may be connected together in any suitable way, and the type ot' car coupler to be controlled by the unlocking cylinder may take any usual or suitable form. The connecting of the main air lines and the mechanical coupling ot' the cars may conveniently be effected by means of a suitable rcombined car and air vcoupling such, for

example, a's that disclosed in my prior application' for combined car and air coupling tiled August 13, 1919, Serial No. 317,111, and, since mechanisms of this type-are well understood, no detailed illustration or description of the same isy included'herein. In cach train pipe is a controlling valve 3. B represents a pneumatic actuating cylinder for both air valves. @represents a pneumatic device for opening the' door ot the electric coupler. D is the pneumatic actuating ,device for projecting the contact carrier of E represents a valvel for controlling the admission of air to theV the electric coupler.

pneumatic device D, the valve E being adapted to be mechanically opened by the door of the electric coupler when said door is opened. F represents apneumatic trip for releasing the coupler contact carrier wlien it is desired to uncouple. G is a pneuvmatic controlling device for a combined cutout and cross connecting switch. l-l is"Y an automatic controlling valve. l and K are two manual valves placed at diiferent points on the car and each serving as a master valve from which the connected systems on two cars may be controlled.

Eachot the two master valves controls the iiow ot air from a suitableV source of supply. ln the arrangement shown,.the source of supply is the train pipe 2 and it is connected to the master valves in advance of the main air valves 3 by means of a pipe 4l which is divided into two branches one ot" position the tlow of air to both pipes will be interrupted. Furthermore, when air is being supplied to the pipe 7, the piper 8 will be connectedto atmosphere and when air is liowing to the pipe 8 the pipe 7 will be connected to atmosphere. VThe pipe 7 leads into one endof the elongated cylinder 9" forming part of the automatic valve tl. ln this-cylinder are two connected pistons 10 and 11.y Behind the pistons, that is in the opposite endV of the cylinder from that to which the pipe 7 is connected, is a spring 12 which tends constantly to force the two connected pistons toward the left; the parts being so constructed, however, that the piston 10 will never move far enough to. the left to prevent air from entering the cylinder through the pipe 7. Leading from the cylinder 9, a short distance from the lett hand end, is a pipe 13 the receiving end ot which is so placed that when the piston is in its lett hand position, said inlet end is vclosed by the piston 10. The pipe 13 has a branch 111 which leads to the pneumatic door-open ing device C for the electric vcoupler and another branch 15 which leads to two terminals 16 and 17 in the electrical coupler;

.the terminals 16 and 17 being placed inthe same horizontal plane and on opposite sides of the longitudinal center of the electrical coupler. The branch 15 also leads vtothe controlling valve E' which is adapted to beV opened by the door of the electric coupler. ,Y

From the valve E extends a pipe 18 one branch of which, 19, is continued to the actuating device D for the contact carrier in the electric coupler while another branch 2O leads into one end of the cylinder 21 of the pneumatic actuating device tor the train pine valves 3, 3. .Y In the cylinder 21 is, a piston 22 connected to the valve 3 by a suitable connecting r'od 23, so that these valves i are opened and closed as the piston travels back and forth. A pipe 25 leads from such a point in the cylinder 21 that the entrance to the pipe is closed when the piston is in the end intowhich the pipe 2() leads and is opened when the piston'is in the opposite end of the cylinder. VThe pipe 25 opens into' Y the cylinder ot the automatic valve H at a point which always lies between the pistonsV 10V and 11 in this cylinder so that ccminunr cation is always maintained between the pipe 25 Vand that portion of the space in"V the cylinder9 which lies betweenthe two pistons in the latter. A pipe 26 extends from such a point in the cylinder 9 of the automatic controlling valve that when the two pistons 10 and 11 are moved as lar as they will go `toward the right, the pipe 26 will communicate with that portion ot' the space in the cylinder 9 which lies between the two pistons in the cylinder. In other words, the pipes 25 and 26 are placed in communication with each other by the automatic controlling valve when the pistons in the latter are moved t-oward the right. The pipe 26 extends to and is connected to one end ot a cylinder 27 forming part 01 the pneumatic actuating device G for the combined cut-out and cross connecting switch. A pipe 28 extends from such a point in the cylinder 9 ot' the automatic controlling valve that when the pistons in this cylinder are in the extreme lett hand position, this pipe will be placed in communication with the pipe 25 and, when the pistons are in the eX- treme right hand position, the inlet end ot thepipe 28 will be closed by the piston 10. ln other words, the parts are so proportioned that the pipe 25 is connected to either the pipe 26 or the pipe 28, but not to bot-h of them at the same time. The pipe 28 leads into one end of the cylinder 29 ot' the pneumatic actuating device G. That portion of the piping system heretofore described is or may be used tor coupling purposes when one of the master valves is placed in the coupling position so as to admit air to the pipe 7. F or the purpose of uncouphng one ot the master valves must be placed in position to admit air to the pipe 8. It will be seen that the pipe 8 has a branch 30 leading into that end of the cylinder 21 of the pneumatic actuating device 3 opposite that to which the pipe 20 is connected. Leading from such a point in the cylinder 21 that the inlet end thereof will be closed by the piston 22 when the latter is in the end of the cylinder into which the pipe 30 opens but is uncovered when the piston is in the opposite end or" the cylinder, is a pipe 31 having a branch 32 which opens into the opposite end of the cylinder 29 of the device G trom that to which the pipe 28 is connected. rThe end of the cylinder 27, opposite that end to which the pipe 26 is connected, communicates with the corresponding end of the cylinder 29 through a port 32a so that whenever air flows into the cylinder 29 through the pipe 32a it also flows into the cylinder 27. rithe pipe 31 also has branch 33 which leads to the unlocking` cylinder rt for the car coupler, preferably through a pressure valve 34C. The pipe 8 has a second branch 35 which is connected with a branch 36. The common pipe 37 into which the pipes 35 and 36 merge has a branch 38 leading to the trip device F Jfor the Contact carrier of the electric coupler andV another branch leading to a terminal 39 in the electric coupler. ln the pipe 35 is a check valve 40 which prevents the air from flowing through this pipe 'from the master valve toward the terminal but permits a How in the opposite direction. En the pipe 36 is a check valve 41 which permits a How through this pipe toward the terminal 39 but prevents a flow in the opposite direc* tion. lt will therefore be seen that air can flow to the terminal 39 through the pipe 36 but not through the pipe 35 and that when air is flowing into the system from the terminal 39, it can pass through the pipe 35 but not through the pipe 36.

lEhe equipment at each end ot the car is the same and t-he air terminal 17 is always on the right hand side the observer as he looks at the end otl the car, while the terminal 16 is always on the lett hand side of the observer; the terminal 39 being in the center.

F ig. 3 illustrates the equipment on the adjacent end of a car adapted to be coupled to that end of the car on which the equipment shown in Fig. 1 is mounted.

Assuming that the two cars represented by Figs. 1 and 3 have been brought together in coupled relation so that the air terminals 16 and 17 on one car have been connected to the terminals 17 and 16 on the other car, the terminals 39 have been connected, and the air brake lines coupled together, and that one ot the master valves in F ig. 1, tor eX- ample the valve l, is turned to connect the pipe 7 with the source of compressed air: air will flow from the master valve through the pipe 7 into the left hand end of cylinder 9, forcing the pistons 10 and 11 toward the right until the inlet end ol the pipe 13 is uncovered. Air will then flow through the pipe 13 and the branch pipe le into the door-actuating device C. Air will also liow through the pipe 15 to the valve device E. When the door ot the electric coupler is opened, as will hereinafter be explained, air will liow through the valve device E into the pipe 18 and thence through the pipe 19 and into the pneumatic actuating device D for the contact carrier in the electric coupler. In other-words, lirst the door will be opened and, after this has occurred and the door can no longer interfere with the contact carrier if the latter is actuated, air is admitted into the actuating device for the contact carrier. From the pipe 18 air also flows into the pipe 20 and thence into the upper end oi' the cylinder 21 causing the piston 22 to be forced down and opening the valves 3 in the air brale lines. After the piston 22 has been driven tar enough to open the main air valves, the receiving end of the pipe 25 will be uncovered and air will therefore llow through the pipe 25 and into the cylinder of the automatic valve at a point between the pistons in t-he cylinder,

so that air passes onward from the cylinder through the pipe 26 and thence into the cyl inder'27 of the cut-out and cross connecting switch, causing the electrical circuits to be closed as will hereinafter be explained. 1t will therefore be seen that when the master valve is operated, the electric coupler is first placedrin the condition to be in operative coupling relation with the coupler on another car, the valves Ain the train pipes are then opened and, last of all, the main controlling switch is closed; 1f the electric coupler is not engaged with a co-operating coupler, the air from the pipe 15 would escape through the terminals 16 and 17 and sufficient pressure could `not be built up t'o operate the'main air valves and the main switch. Vhen two cars, as represented by Figs. 1 and 8, are coupled together, air flows from the pipe 15 on the first car through the terminals 16 and 17 of the two couplers, into the system on the second car represented by 'Fig 3. On this second car the air travels from the terminals 16 and 17 through the pipe 15 and the pipe 14k to the door-opening device C but it docs not iinmediately pass through the automatic valve l-l because the piston 10 in the latter is in a position to close the adjacent end of the ipe 13. As soon as the door has been opened the air flows through the valve E into the pipe 1S and from the latter pipe through the pipe 19 and into the pneumatic actuating device D for the contact carrier. From the pipe 18 the air also flows through the Ypipe 2O and into the lower end of the cylinder 21. The pistonrin the cylinder is forced upwardly, opening the main airV valves 3 and thereafter admitting air through the pipe V25 into the space in the cylinder 9 hetween the valves 10 and 11 and from this space to the pipe 28 which carries'the air` into the cylinder 29 of the pneumatic actuating means G for the main switch. 1t will thus be seen that theV cycle of operations on the second car is precisely the sameas on the first car so far as results are concerned, although Vthe air travels through a somewhat different path on the second car than on the first. It will be seen, however, that on one car'one of the cylinders of the main switchactuating device is energized while on the other car it is the other cylinder that is energized. This serves properly to cross connect the wires of several similar cars having only as many contacts in each coupler as there are circuits to be connected.

The course of the air as it flows through the systems on the two cars'during the coupling operations is shown by full line arrows. The course of the air during the operation of uncoupling, which will now be described, is shown by arrows having dotted line stems.

Assuming now that the master valve 1 in Fig. 1 is turned so as to connect the pipe 8 with the source of air supply and permit the pipe 7 to exhaust to atmosphere, it will vhe seenV that t-he air is prevented from flowing to the terminal- 39 through the pipe 85 on account of the presence of the check valve h hereinafter explained. Vlfroin the pipe 31v the air flows to the pressure valve Sel which prevents it from entering ythe unlocking cylinder A for the car coupler until the pres,- sure in the system has been built up, preferably high enough to cause the operation of the other actuating devices. lvihenever"the pressure reaches a predetermined point, air iiows intoV the coupler-unlocking cylinder and unlocks the car coupler.v Air also flowsv fromY the pipe 31 and pipe 33 through the pipe 86 and from there flows through the pipe 88 into the tripping cylinder F for the contact carrier of the electric coupler. Air

also flows directly to the terminal 39 from which it passes into the corresponding terminal on thesecond car (Fig. 0n the second car the air flows directly from theterininal 39 to the cylinder of the tripping de vice F but is prevented from flo-wing directly to the coupler-unlocking cylinder by reason of the check valve'fll in the pipe 36. Air therefore flows through the pipe 37 Yand through the pipe 35', the checlrvalve 40 in 'Y lthe latter permitting a flow in the direction away from the terminal'), and finally enters the pipe 8. From the pipe 8 the air passes through the pipe 30 into the upper end of the cylinder 21, forcing the latter downand clos-` ing the main air Valves 3. After the piston'22 has been forced down, air flows out'of the cyli.

inder through the pipe 31 and thence through the pipe 32 into the cylinder 29 of the main switch, causing the switch to be opened.V

ico

AirV also passesfromV the pipe 31 through the V pipe 38 and pressure valve 34 to the couplerunloclring cylinder A. lt will thus be seenV that the car coupler cannot/be unlocked on either car beforethe main air valves on that car have been closed. 1t will furthermore be seen that by properly proportioning the pressure valves 34 which admit the air to the unlocking cylinders for the car coupler, all

of the ynecessary operations other than the unlocking of the car couplers can be caused to talrerplace before the pressure builds up sufficiently to unlock the car couplers. Also, by properly proportionmg Vthe parts, the

main switches may be caused to be opened before the car couplers are unlocked, so that the electric couplers will be dead before the cars can be separated from each other.

Since the systems on the two cars are identical with each other, it will be seen that the operations heretofore described will take place if one of the master valves on the second car is opera-ted; the represented by Fig. 3 in that event becoming the first car and the car represented by Fig. l becoming the second car.

In Figs. l and 5 1 have illustrated in one apparatus the main switch, the automatic valve, and the actuating device for the valves in the train pipes. rl-he device comprises a suitable casing in which are mounted two sets of suitable stationary contact fingers 51 and 52 respectively. @ne finger of each set. is electrically connected to the corresponding` finger of the other setas indicated at 53 and to a common terminal 54. The other lingers are connected to independent terminals 55 and 56. at one end of the casing are placed the cylindersA 27 and 29, each cylinder containing a piston 57. Piston rods 58 attached to the pistons 57 project through the adjacent wall of the casing and carry on their inner ends plugs' 59. It will be seen that when air is admitted to the cylinder 29 through the pipe 28, the plug associated with the piston in that cylinder will connect together the fingers 51 whereas, if air is admitted to the cylinder 27 through the pipe 26, the plug associated with the piston in that cylinder will connect together the lingers 52. Therefore, by carrying the proper wires from the terminals 54s, 55 and 56 the cir.- cuits will be connected in one way when one cylinder is energized and will be cross connected when the vother cylinder is energized; thus making it unnecessary to prov'de the electric coupler with more contacts than there are circuits. to be connected. When air is admitted into the inner ends of both of the cylinders through the pipe 32, both of the pistons will be driven toward the left, as viewed in Fig. 5, opening the circuits. rlhe cylinder 21 of the actuating device B for the valves in the main train pipes 1 and 2 is mounted on the rear end of the casing, the actuating rod 23 project-in`..^; out through the ends of the cylinder and being suitably connected to the valve handles 60. The automatic valve device H is placed on top of the casing 50.

1n Figs. 6 to 11 inclusive I have illustrated a novel form of electric Acoupler which may be used to advantage in my improved system. Referring to these figures 61 represents a suitable casing open on the front end and provided with a door 62 for closing said open end. The door is provided at its ends with upwardlyand inwardly-projecting yflanges or wings 63. Bolts 64 passing through these flanges or wings and the side walls of the casing serve rotatably to support the door. One of the door flanges, as best shown in Fig. 11, has a downwardly-projecting lug 65 which is engaged by a spring pressed rod 66 mounted in one side of the casing and under sufficient. initial tension to hold the door rmly closed when free to do so. On this same flange of the door, above the hinge axis, is a second lug or ear 67 engaged by a piston rod 68 attached to a piston 69 in the door-actuating cylinder C. lhen air is admitted into the cylinder C behind the piston through the pipe 14, as heretofore explained, the piston is driven forward and swings the door downwardly so as to open the front end of the coupler casing; Vthe sprinoV pressed plunger 66 being forced back against the tension of its spring.

The other flange of the door, as best shown in Fig. 10, is provided with a shoulder 70 which is arranged at the top and faces rearwardly when the door is open. A gravity dog 71 is pivotally supported in the casing just above this flange of the door, in position to drop behind the shoulder 70 when the door is fully open and hold the door open regardless of the pressure of the air` in the pneumatic actuating device. 1n the top of the casing, just above the flange of the door to which 1 have been referring7 is placed the controlling valve device E. This valve device comprises a suitable chamber 72 which may contain an ordinary poppet valve 73 provided with a stem 741 projecting downwardly through the bottom of the chamber into the path of a lug or cam 75 on the door flange. rThe parts are so proportioned that when the door is opened. the cam or lug 75.engages with the stem of the poppet valve, forcingthe valve olf its seat and permitting air to flow dewiewardly past the valve. The top of the chamber, as heretofore explained, is attached to the pipe 15 while the lower portion of the chamber is attached to the pipe 18. Consequently, when the valve is opened air flows into the pipe 18 and thence to the actuating cylinder for the contact carrier.

The contact elements 76 which are adapte-d to be engaged by corresponding elements on another coupler are mounted in a suitable carrier 77 arranged within the casing 61; the carrier being preferably provided at any Vsuitable points, conveniently at the four corners, with upwardly-projecting ears 78 through which pass two longitudinal supporting and guiding rods 79 Xed in the casing so as to extend longitudinally thereof. A lug 8O extends downwardly from the top ofthe casing adjacent to each of the guide rods atapoint between the ears 78 slidable lon that rod. Surrounding each rod between 'troni one position to another air passes through the automatic valve to the cut-out switch. rlhe cylinders in each of the devices A, C, D, F and G are provided with a vent or vents 100 as indicated in the diagram. Further insurance against maintaining` pressure in those parts ot the system which should be exhausted While pressure is being built up in the other parts may be obtained by placing in the pipe 8 a so-called bleeaer valve 102, a similar valve 103 being` placed in the pipe 15. The purpose of these hleeder valves is to permit the air to escape through the same when the pressure is below a predetermined level, the valves closing, however, when there is an inrush ot air such as is produced when the air is admitted to the pipe 8 tor uncoupling or to the pipe in coupling.

ln Fig. 12 l have illustrated a common form of bleeder valve7 which may be employed. The valve casing is provided with nipple 104- which may be screwed into the pipe with which the valve is associated. ln the casing is valve 105 controllingan eirhaust port 106. @n the upper end of the valve is a piston 107 beneath which is a spring 108 which normally holds the valve open. The piston is a loose tit in the casing so that air can flow past it. llilhen the pressure of the air is above a predetermined minimum, the air acts diilerentially on the piston and forces it down, closing the valve.

ilhile l have illustrated and described with particularity only a single preferred form of my invention, l do not desire to be vlimited to the exact structural details thus illustrated and described; but intend to cover all forms and arrangements which come within the terms employed in the definitions of my invention constituting the appended claims.

l claim: v

1. ln a system of the charactei,l described, an eli` tric Coupler havinn a movable for the purpose ot placing` the. coupler in condition for coupl'ng, an electric switch, an actuator for said chf, and a controller ior said actuator vd with sa nart,

`L 'em of the character described, ,c coupler having; a part movable i i posi r`on to another for She purpose placino' the coupler in condition for coua train pipe having avalvetherein, an for said valve, and a controller for actuator associated with said part. in a system of the character described an electric coupler having contacts ada-ptet to co-operate with another coupler, a movable door for covering said contacts when 4he coupler is idle, an electric switch remote `rom the coupler, an actuator tor the switch,v and a controller for said ac nator associated with said door.

trolling` the actuator for the switch 4. In a system of the character described, an electric coupler having` contacts adapted to co-operate with another coupler, a movable door for covering` said contacts when the coupler is idle, a train pipe having` a valve therein, an actua-tor for said valve, and a controller for said actuator associated with said door.

5. ln a system ot the chai'acte described, an electric coupler having' a partv movable trom one position to another in the act ot coupling, an electric switch, a train pipe having a valve therein, actuators for said switch and said valve, and a controller ,tor said actuators associated with said part.

6. ln a system of the character described, an electric coupler having a part movable from one position to another in coupling, an electric switch, a train pipe having a valve therein, switch actuator, a valve actuator, a controller for said valve actuator associated with said part, and controlling neans for said switch actuator' associated. with the valve actuator.

7. 1n a system ot the character described, an electric switch, a train pipe having a valve therein, an actuator for said switch, an actuator tor sain valve, f

8. ln a. system ot the character descr'bed, switch mechanism, two pneumatic actuatine` devices for said mechanism, two air siujpliY pipes, and an automatic valve for opening` or closing communication between one of said pipes and one of said devices and simultaneously closingr or openingcommunication between the other ot said pip-es and the other of said devices.

9. ln a system ot the character dcsezil'ied. a train pipe having a valve therein, a pneumatic unlocking` cylinder toi' a car coupler, an actuator' for said valve, and means associated with said actuator for controlling` the admission of air to said cylinder.

10. ln a system of the character di, `cribcd, a train pipe having` a valve therein, an actuating cylinder for said valve, an unlocking; cylinder for a car coupler, and moans for causing air to flow into the iirst cylinder and after said valve has been closed to flow from that cylinder into the unlockinn cylinder,

11. ln a system of the character described a train pipe havingV a valve therein, an act-uator for said valve including a. cvlinder an(` a piston movable therein, an unlocking; cyl inder for a car coupler, the lirst mentioned cylinder having' a port therein adapted to be uncovered by the piston when it is moved to a position to close said valve., and a pipe leading` from said port to said unlockingcylinder.

12. In a system of the character described, a train pipe having a valve therein, an unlocking device for a car couplei, an electric v switch, a device for opening said switch, an

actuator toi said valve, and means associated with said actuator for controlling said 'devices.

in position to be uncovered by said piston Y when the latter is moved to a point to close said valve, and a pipe connected to said port and communicating withpthc aforesaid pneumatic devices.

14. In a system of thecharacter described, a train pipe having a valve therein, an electric switch, a pneumatic device for opening said switch, a pneumatic device for unlocking a car coupler, an actuator for said valve including a cylinder and a piston movable in said cylinder, said cylinder having a .port in position to be uncovered by said piston when the latter is moved to a point to close said valve, a pipe connected to said port and communicating with the aforesaid pneumatic devices, and a pressure valve arranged at such a point in the latter pipe that the air from said cylinder is permitted to flow freely into the pneumatic device associated with said switch and is prevented Vtrom entering the unlocking device for the coupler until a predetermined pressure has been established.

15. In a system of the character described, Y

a train pipe having a valve therein, an actuator for saidV valve including a cylinder and a piston movable therein, an air coupler adapted to engage with a co-operating coupler, a controlling valve :tor admitting air into either end ot said cylinder; anda piping system between said controlling valve, said cylinder and said coupler for causing air to enter into the corresponding ends of the cylinders on two adjacent cars whenever the controlling valve on one car is actuated.

16. In a system of the character described,

an electric switch mechanism, two actuating devices therefor, an air coupler adapted toi co-operate with a corresponding coupler on another car, a master controlling valve, an

automatic` valve, independent pipes leading ating devices or the other will be operated depending upon whether the air is supplied through the master valve or through the coupler.

17. In a system of the character described,

a train pipe having a valve, a pneumatic actuator for said valve, a master valve, an air coupler, a pneumatic coupler-unlocking device; and a piping system connecting said air coupler, said pneumatic unlocking device, said actuating device or the valve in the train pipe, and said master valve for causing said pneumatic actuating device to be operated to close the valve in the train pipe before air is admitted to the couplerunlocking device, both when air is supplied through the master valve and through the coupler from an adjacent car; whereby the valves in the train pipes on two adjacent cars must be closed before'both of the corresponding car couplers can be unlocked.

18. In a system of the character described,

two switch devices, a pneumatic actuating device for each switch device, an air coupler, a master valve; and a piping system arranged between said actuating devices, said air couple-r and said master valve constructed and arranged to cause said pneumatic actuating devices to be operatedin one direction when said master valve is placed in one position, to cause one of said pneumatic actuating devices to be operated in the opposite direction when said master valve is placed in another position, and to cause the other pneumatic actuating device to be operated in the direction opposite to the first mentioned direction when air is flowing int-o the system from the coupler instead o-fi'rom the master valve.

19. In a system of the character described, j

aV train pipe having a valve therein, a pneumatic valve-actuating device, switch mecha- 'j nism, two pneumatic actuating devices for said. switch mechanism, a pneumatic coupler-unlocking device, an air coupler, a master valve; and a piping system between said air coupler, said pneumatic actuating devices, said pneumatic unlocking device and.

said master valve, for causingl said switch mechanism to be opened andclosed, said unlocking device for the coupler to be actuated, and the valve in the train pipe Vto be opened and closed by the proper manipulation of the master valve on either of two cars coupled together.

' 20. In a system of the character described, an electric coupler having a movabledoor, a pneumatic actuating device for said door, a coupling element arranged within said coupler and Vadapted to be projected beyond the same when the doo-r is opened, a pneumatic actuator for said element, amaster valve, a piping system between said master valve and said pneumatic actuators, a valve iio in said piping system for controlling the admission of air to the actuator for said element, and means associated with said door for controlling the latter valve.

21. In a system of the character described, an electric coupler having a part movable :from one position to another for the purpose of placing the coupler in condition for coupling, a switch, pneumatic actuating means for said switch, a master valve, a piping system extending between said master valve and said pneumatic actuating means, a valve in said piping system, and a controller for the latter valve associated with said part.

22. In a system of the character described, a part to be actuated, a pneumatic actuator, an air coupler, a master valve, an air pipe leading from the master valve to said coupler, a check valve in said pipe for preventing a flow of air from the valve. to the coupler, a connection leading from a point in said pipe between said check valve and said master valve to said actuator, a second pipe leading from said coupler to the vicinity of said actuator, said actuator having a port therein leading to said second pipe, said port being so located that when the actuator has been operated to a predetermined point by air flowing to the same. from the first mentioned pipe the port will be opened to admit said air into the second pipe.

23. In a system ofthe character described, a part t0 be actuated, a pneumatic actuator, an air coupler, a master valve, an air pipe leading rom'the master valve to said coupler, a check valve in said pipe for preventing Va flow of air from the valve. to theV coupler, a connection leading from a point in said pipe between'said check valve and said master valve to said actuator, a secondpipe leading from said coupler to the vicinity ot said actuator, said actuator having a port therein leading to said second pipe, said port being so located that when the actuator has been operated to a predetermined point by air flowing to the same from the rst mentioned pipe the port will be opened to admit said air into the second pipe, said second pipe having a check valve therein -i'or preventing a flow of air from said coupler toward said actuator.

24. In a. system of the character described, a cylinder, a piston in the cylinder, an air coupler, a master valve, a pipe leading trom said master valve to said air coupler, a check valve in the aforesaid pipe to prevent airA from owing from said master valve to said coupler, a connection leading from a point in said pipe between said'check valve and said master valve into one end of the cylinder, said cylinder having a port therein adapted'to be opened by ysaid-,piston whenzthe latter is moved a predetermined .valve and said master valve into one end of the cylinder, said cylinder having a port therein adapted to be opened by said piston when the latter is moved a predetermined distance from said end, a second pipe leading from said port to said air coupler, said second pipe having therein a check valve for preventing a flow of air from said coupler toward said cfdinder.

26. In a system er the character described, a cylinder, a piston in the cylinder, an air coupler, a master valve a pipe leading from said master valve to said air coupler, a check valve in the aforesaid pipe to prevent air from iiowing from said master valve to said coupler, a connection leading from a point in said pipe between said check valve and said master valve into one end oi' the cylinder, said cylinder having a port therein adapted to be opened by said piston when the latter is moved a predetermined distance from said end, a second pipe leadingw from said port to said air coupler, said second pipe having therein a check valve for preventing a ilow or air from said coupler toward said cylinder, a pneumatic unlocking cylinder for a car coupler, and a connection between the latter cylinder and said second pipe at a point between the check valve in said second pipe and the` first mentioned cylinder.

27. In a system of the character described, an electric coupler having a part normally held retracted and adapted to be projected in order to engage with a corresponding part on another coupler, a pneumatic actuating device for said part, an air pipe system having terminals adapted to be coupled'with corresponding terminals on another car upon impact of two cars and preventing the building up of air pressure in said system until it is coupled to the system on another car, and a valve for admitting air from said systeni to said actuating device.

28. Ina system of the character described, an electric coupler containing parts having idle positions and coupling positions,`pneu matic actuating means 'for said coupler, an air pipe system for supplying air to said actuating means having terminals adapted to be coupled with corresponding terminals on another car upon impact of two-cars, said system being constructed and arranged so as to necessitate the coupling 'of the same to another system in order to 'permit air having terminals adapted to be coupled with corresponding terminals on another car upon impact of two cars, said pipe system being constructed and arranged to prevent the building up of air pressure therein ei;- cept wlien coupled to a corresponding sys- VtemV on another car, and a manually-ccntrolled valve for admitting air to said pipe system and said pneumatic actuating means. 30. In asystem of the character described, a pneumatic unlocking device' for ay car coupler, an air pipe system having'terminals adapted to be vcoupled with corresponding terminals on vanother car upon impact ot two cars, said system being constructed and arranged to prevent the buildingup oit airy pressure therein except when coupled to a corresponding system, and a manually-controlled valve for admitting air to' said pipe system and said unlocking device.

31. ln a system of the character described, a cut-out switch, pneumatic actuating` means for said cut-.out switch, a pipe system having terminals adapted to be connected to the kcorresponding terminals on another car upon impact of two cars, said pipe system being constructed and arranged to prevent the building up ot air pressure therein except when-the car on which it is mounted is coupled to another car, and a manually-controlled valve for admittingfr air to said system and said pneumatic actuating means.

32. in a system of the character described, an electric coupler having parts adapted to move between idle and coupling positions, pneumatic actuating means for said parts, an air pipe system having tern'iinals adapted to be coupled to the corresponding terminals on 1 another car upon impact oi? two cars, said terminals being adapted to permit air i said system to i'low out into the atmosphere and prevent the maintenance of air pressure inthe pipe system except when coupled to a co-operating` system, and manually-controlled means for admitting air to said system and said pneumatic actuating means.

' 38.- in a system oit the character described, a train pipe having a valve, a pneumatic actuator for said valve, a master controlling valve having a plurality of positions, a piping system connecting said master controlling valve to said device forcausing said device to be actuated in one direction when the master valve is in one position and tor causing said device to be actuated in the opposite direction when the master valve is in another position, said piping system` havinga plurality ot terminals-adapted vto be coupled to the corresponding terminalsoi a system on another car when two carsare.V

brought together, so as to permit the pneumatic actuating' devices Von both cars to be operated in one direction or the other from the master valve ony either car.-

34e, in a system of the character described, a' cut-out switch, pneumatic actuating means adapted to open and ciose said switch, a master valve having a plurality ot positions, a pipe system for connecting said master valve to said actuating means to cause the switch to be` opened when Vthe-C.'

scribed, .an electric coupler having parts adapted to move from idlev positions into couplingpositions, actuating means for said parts, a master valve havinga plurality of positions, a pipe system connecting. said master valve to said actuating means so as to permit said parts' to'be moved intotheiridle positions when the master valve is placed inone of its positions and to be moved into coupling positionwhen the master valve is placed inanotherot its positions, said pipe system having terminals adapted to be coupled with corresponding terminalsof'a similar system on another car, whereby the electric couplers on both cars maybe actuated in unison in either direction by operating the master valve on either car. f

36. in a system or the 'character described,

electrical apparatus, pneumatic actuating means for suoli apparatus constructed and arranged to operate it in either direction irom an idle position tov a working position, a train pipe having-a valve therein, a pneumatic actuator tor said valve, a master valve having a plurality of positions, a piping system connecting said master valve, said actuator and said actuating means so as to Vcause Said actuating means and then actuator to be operated in one direction or'the other when said master valve is placed in one or another oi" its`v working positions, .y said piping system having iterminals adapted to be coupled :with corresponding terminals on another car, whereby the electrical apparatuses and the valves in the train pipes on both cars will be operated correspondingly and in the same relation to each other when the master valve on either car is moved into one position or another. f

3,7. 'in a system oi the character described',

a train air pipe having a valve therein, a circuit closer, a car coupler unlocking device; separate actuators for said valve, said circuit closer and said unlocking device; and a control system for said actuators constructed and arranged to prevent the circuit closer from being operated, in coupling, before the said valve is opened and prevent said unlocking device from being operated, in uncoupling, until said valve has been closed.

38. In a system of the character described, a train air pipe having a valve therein, a circuit closer, a car coupler unlocking device; separate actuators for said valve, said circuit closer and said unlocking device; and a control system for said actuators constructed and arranged to prevent the circuit closer from being operated, in coupling, before the said valve is opened and prevent said unlocking device from being operated, in uncoupling, until said valve has been closed; said system having terminals adapted to be connected to the terminals of a corresponding system on another car and connect the two systems in such relation to each other that the car couplers are prevented from being unlocked on both cars until after the air valves and the circuit closers have been operated on both cars. y

In testimony whereof, I sign this specification.

HERBERT E. VAN DORN. 

